US4377995A - Method and arrangement for operation of an internal combustion engine of a vehicle - Google Patents

Method and arrangement for operation of an internal combustion engine of a vehicle Download PDF

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Publication number
US4377995A
US4377995A US06/163,491 US16349180A US4377995A US 4377995 A US4377995 A US 4377995A US 16349180 A US16349180 A US 16349180A US 4377995 A US4377995 A US 4377995A
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Prior art keywords
engine
speed
pedal
vehicle
curve
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US06/163,491
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English (en)
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Ernst Fiala
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Volkswagen AG
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Volkswagen AG
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Assigned to VOLKSWAGENWERK AKTIENGESELLSCHAFT; A CORP OF GERMANY reassignment VOLKSWAGENWERK AKTIENGESELLSCHAFT; A CORP OF GERMANY ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: FIALA, ERNST
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator

Definitions

  • This invention relates to a method and apparatus for controlling the operation of an internal combustion engine of a motor vehicle in order to achieve optimum fuel efficiency.
  • a method for operating an internal combustion engine for a motor vehicle having a multi-speed transmission, an accelerator pedal, and a fuel metering device includes the step of monitoring engine rotational speed and controlling the setting of the fuel metering device to provide the highest ratio of output power to fuel consumption at each operating speed of the engine.
  • the setting control is triggered by operation of the accelerator pedal, but is independent of pedal position. Accordingly the desired output power of the engine is obtained by either shifting the speed of the transmission between adjacent gears, or activating and releasing the accelerator pedal.
  • the accelerator pedal of the engine may be fully depressed, bypassing the control mechanism and thereby providing full output power from the engine.
  • the fuel metering device Upon release of the accelerator pedal, the fuel metering device assumes the idling condition. Further, upon disengagement of the clutch, the fuel metering device follows a power-speed relationship which is optimum for clutch engagement.
  • the apparatus includes an engine speed sensor, a memory for storing the fuel metering device setting to be used at each operating speed, the memory including means responsive to the speed sensor for providing an output setting and operating means responsive to the memory output for setting the fuel metering device.
  • a first switch operated by the accelerator pedal for connecting the memory to the operating means.
  • the first switch alternately connects the operating means to the memory or to the accelerator pedal.
  • a second set of fuel metering device settings in the memory the second set being appropriate for engine operation during start-up.
  • the means for providing an output setting is responsive to movement of the clutch out of the engaged position, to select output settings from the second set of output settings.
  • the invention is advantageously used in connection with a transmission having an overrun mechanism operative in at least one speed.
  • the power output settings as a function of engine speed are preferably close to the traction resistance curve for the vehicle in the highest speed of transmission operation.
  • Means can be provided responsive to the operation of the vehicle's brake pedal for causing the operating means to set the fuel metering device to the idling position.
  • the output of the memory unit can also be provided to an indicating instrument for providing the vehicle operator with an indication of fuel consumption.
  • an apparatus for responding to the memory output for providing a signal indicating to the driver that it is appropriate to shift to the next highest transmission gear.
  • the values for the setting of the fuel metering device can be varied in accordance with engine operating temperature to achieve optimum engine operation during cold or warm operating conditions.
  • stored speed regulating curves having points of intersection with the traction resistance curve, which are preselected operating points of the engine.
  • the vehicle instrument panel can be provided with a switch for manual setting of the speed regulation curve.
  • a storage may be provided for storing the desired engine speed value, which is selected in accordance with operation of an instrument panel switch.
  • a manually actuable control can be provided for manual input of the selected speed value into the storage device.
  • the input of the value in the storage device can be provided by activation of a full throttle contact on the accelerator pedal.
  • the idling contact on the accelerator pedal can be used as a control switch to return the vehicle to manual control.
  • the selected speed regulation curves are fixed speeds for the lower transmission speeds values, but adjustable upon activation of the highest transmission speed. In this case, in the lower gears, the operating point of the engine is preferably set at half the maximum engine speed.
  • FIG. 1 is a graph of engine output power as a function of engine rotational speed showing contours of equal fuel efficiency.
  • FIG. 2 is a diagram illustrating an embodiment of the present invention for use in a motor vehicle.
  • FIG. 3 is a graph of engine output power as a function of rotational speed illustrating the optimum acceleration curve b and the optimum clutch engagement curve a.
  • FIG. 4 is a graph of engine output power versus engine rotational speed illustrating traction resistance curves and illustrating the optimum acceleration curve b.
  • FIG. 5 is a graph of engine output power as a function of engine rotational speed illustrating the optimum acceleration curve b, a traction resistance curve m, and speed regulation curves c 1 , c 2 and c 3 .
  • FIG. 6 is a block diagram illustrating an embodiment of the present invention.
  • FIG. 7 is a block diagram illustrating another embodiment of the present invention incorporating vehicle speed regulation.
  • FIG. 1 there is shown a graph illustrating the engine output power p as a function of engine rotational speed n for a carburetor or diesel engine for use in a motor vehicle.
  • contours of equal specific fuel consumption b 1 , b 2 , b 3 , b 4 and b 5 These contours represent equal values of fuel consumption in grams per kilowatt hour of output, so that they relate the actual work done by the engine to the fuel consumed.
  • Line b in dots and dashes, is a line of engine operation for optimum fuel consumption. This line corresponds to the rotational speed and output power values which can be obtained with the lowest possible fuel consumption.
  • curve b designates the engine rotational speed for optimum fuel consumption. Curve b therefore indicates the rotational speed at which there is the highest ratio of output power to fuel consumption. If a vehicle is operating on this curve as much as possible, the lowest possible fuel consumption at the desired speed is obtained for the vehicle.
  • FIG. 2 there is shown an overall diagram for a control apparatus for achieving the operation of a vehicle along the line of optimum consumption b shown in FIG. 1.
  • a throttle 1 for use in controlling the amount of fuel supplied to a gasoline powered internal combustion engine.
  • the throttle valve 1 comprises a fuel metering device which, in the case of a diesel engine, would correspond to the control rod for a fuel injection pump.
  • Throttle 1 is operated by a servo-motor having a control means, which is designated as 2. This type of servo-motor is known in connection with speed governors.
  • the vehicle includes a clutch pedal 3, which is provided with a switch 4, which closes when the clutch pedal moves even a small amount out of its rest position.
  • the accelerator pedal 5 is likewise provided with a switch 6, which closes when the accelerator pedal moves out of the idling position.
  • the engine is idling, which is at a point A illustrated in FIG. 3.
  • the servo-motor will cause the throttle to assume engine operation according to the optimum consumption curve b shown in FIG. 3, as long as switch 4 is not actuated.
  • switch 4 is actuated, the control unit 2 will operate according to curve a, which is optimum for clutch engagement upon the start of driving. Accordingly, optimum engine operation is obtained without the operator having to acquire any new skills in the manner of vehicle operation.
  • control unit 2 will provide vehicle operation along curve a providing an easy start of vehicle motion with the customary clutch engagement.
  • switch 4 is opened, whereupon the control unit 2 controls the throttle valve 1 in conformity with the optimum consumption curve b, on which are placed the operating points B having minimum specific comsumption. The vehicle accelerates as the power p increases. If the power desired by the operator is exceeded, the operator will shift into second, or more generally, the next higher gear.
  • a consumption indicator V may be connected to the output of the control unit 2.
  • driving at optimum consumption is attained without any special attention by the vehicle operator.
  • a prerequisite for optimum operation is that the traction resistance curves, lines m, m+1 in FIG. 4, associated with the various transmission speeds, intersect with the curves b at the point which correspond to the desired speed.
  • the driver will have to shift repeatedly between adjacent gears, or alternatively will have to release and depress the accelerator pedal.
  • the vehicle will move with slight acceleration or deceleration, but in any case at optimum fuel consumption. Instead of changing gears, the driver can release the accelerator.
  • FIG. 5 shows the branches c 1 through c 5 which are downward regulation curves intersecting curve b and also intersecting the traction resistance curve m associated with the highest vehicle gear. Operation at these points of intersection requires a larger consumption relative to operation on the optimum consumption curve b, but the difference is very small, since the intersecting points of curve b are approximate to the optimum curve.
  • This arrangement provides operation as a speed governing system.
  • Speed limitation with the help of branch curves c can be useful in the lower gears so that operation may be maintained in the vicinity of the absolute fuel consumption minimum. Moreover, outward engine noise levels can be adhered to by avoiding engine operation at excessive rotational speed.
  • a problem may arise in that the maximum output power of the engine should be available in an emergency or for use in a steep upward climb. In this case considerations other than those pertaining to optimum fuel consumption are predominant.
  • the servo-motor with regulator 2 Upon demand for full power, relinquishes operation according to curve b and must set the throttle valve 1 at full throttle.
  • a switch to be provided towards this end can at the same time also actuate a warning flasher device so that the non-optimum mode of engine operation is signaled outside the vehicle.
  • FIG. 6 is a block diagram illustrating a control apparatus in accordance with the invention.
  • a memory device 10 is provided for storing, for example in digital computer memory format, the optimum consumption curve b and which comprises the values of throttle setting for each value of rotational speed.
  • Memory 11 stores the curve a for the start-up.
  • These memory devices are provided with a signal input n from an engine speed sensor. Speed n corresponds to the actual rotational speed of the engine.
  • Memory devices 10 and 11 are selectively connected by switch 12 and switch 13 to an adjusting servo-motor 14, which operates the throttle valve or the control valve for an injection pump.
  • Switch 12 is connected to memory 10 for optimum fuel operation when the clutch is in its fully engaged position which is sensed by sensing switch 16 at the clutch pedal 15.
  • Switch 12 moves to its lower position for reading of memory 11 when the clutch pedal 15 is depressed, so that the engine operation can be accorded to an optimum curve a for start-up operation.
  • Switch 13 selectively connects the output of switch 12, corresponding to the throttle setting read from memory 10 or memory 11, or the output of accelerator pedal position sensing device 21 to the servo-motor 14.
  • OR gate 20 provides a signal which moves switch 13 into the downward position, connecting accelerator position sensing device 21 directly to servo-motor 14 so that the throttle of the engine is directly controlled by the accelerator.
  • FIG. 7 includes similar components as are illustrated with respect to FIG. 6, which are designated by like reference numerals.
  • the arrangement of FIG. 7 is supplemented by the provision of a speed limitation and regulation according to curve branches c 1 , c 2 etc. in the diagram shown in FIG. 5.
  • a switch is provided which delivers a drive signal to the input S of a flip-flop 30. This signal is provided when the engine is turning at a speed corresponding to the desired speed.
  • the rotational speed signal n is stored in the sample and hold storage 31 until an end signal arrives from OR gate 32 at the reset R input of flip-flop 30.
  • the end signal is generated in case one of the contacts in switches connected to one of the inputs of OR gate 32 produces a signal, corresponding to "clutch pedal depressed", “main switch of the arrangement in disconnect position”, “gas pedal in idling position”, “gas pedal in full throttle position” or “speed regulator or governor disconnected”.
  • Logic element 33 forms the difference between the rotational speed stored in 31 and the actual value of the rotational speed. This speed difference is amplified by amplifier 34 and is provided to the subtraction element 35, so that the throttle valve servo-motor connected to switch 36 is provided with a setting signal which is determined by the difference formed in 35 between the signal stored in the memory 10 and the signal output from amplifier 34.
  • comparator 37 the inputs of which are provided with the rotational speed of the transmission and the speed stored at 31, will forward to the AND gate 38 and to the switch 36, a "switch over" signal whenever the difference between the speed values attains a threshold value.
  • the throttle valve will be moved into its idling position and the fuel consumption will be reduced to a minimum.
  • the setting of the speed to be stored in curve 31, and thereby the pertinent branch curve c may be obtained by making use of a lever in addition to a graduated scale on the instrument panel, or by means of a pulse delivered in the kickdown position of the accelerator pedal when the vehicle is at the desired speed. For disconnection an additional contact on the brake pedal may also be provided. It is useful that the position of the branch curve c in the diagram shown in FIG. 5 be gear-dependent, that is, fixed in the lower gears at approximately half the maximum rotational speed of the engine in consideration of fuel savings, and for protection from engine racing. The speed values may be settable in the highest transmission speed.
  • the invention may be used in combination with systems, such as disclosed in U.S. patent application Ser. No. 955,186, filed Oct. 27, 1978, wherein the engine is brought to a halt automatically or manually upon the absence of a load upon the engine.
  • switch 4 can be eliminated and curve a can be used for stabilizing the idling speed of the engine.
  • the operation can occur along curve b in all shift lever positions upon actuation of the accelerator pedal.
  • the shift points can depend on the accelerator pedal position, so that when the accelerator pedal travel is small, shifting to the next higher gear will occur at a small rotational speed, and at a larger pedal travel, shifting will occur at higher rotational speeds. If the accelerator pedal is depressed to full throttle, the servo-motor and control unit 2 will switch the fuel metering device to full throttle. If this is undesired for other reasons, for example, limitation of noise level, the full throttle position may activate a warning flasher light, limiting operation to an emergency or special situation.
  • the arrangement for an adjustable speed regulation control is as simple and useful in automatic transmissions as in mechanical transmissions.
  • Switch 4 in FIG. 2 is then dispensed with.
  • the shifting points, as customary for automatic transmissions, are dependent upon the accelerator pedal position.
  • the throttle settings for each operating speed of the engine may vary according to the temperature of the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US06/163,491 1979-06-28 1980-06-27 Method and arrangement for operation of an internal combustion engine of a vehicle Expired - Lifetime US4377995A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2926106A DE2926106C2 (de) 1979-06-28 1979-06-28 Verfahren und Anordnung zum Betrieb einer Fahrzeug-Brennkraftmaschine
DE2926106 1979-06-28

Related Child Applications (1)

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US06/439,727 Division US4455983A (en) 1979-06-28 1982-11-08 Method and arrangement for operation of an internal combustion engine of a vehicle

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US4377995A true US4377995A (en) 1983-03-29

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US06/163,491 Expired - Lifetime US4377995A (en) 1979-06-28 1980-06-27 Method and arrangement for operation of an internal combustion engine of a vehicle
US06/439,727 Expired - Fee Related US4455983A (en) 1979-06-28 1982-11-08 Method and arrangement for operation of an internal combustion engine of a vehicle

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US06/439,727 Expired - Fee Related US4455983A (en) 1979-06-28 1982-11-08 Method and arrangement for operation of an internal combustion engine of a vehicle

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US (2) US4377995A (US07488766-20090210-C00029.png)
JP (1) JPS566039A (US07488766-20090210-C00029.png)
DE (1) DE2926106C2 (US07488766-20090210-C00029.png)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4519361A (en) * 1983-04-11 1985-05-28 Nissan Motor Company, Limited Throttle control system for automotive vehicle
US4519360A (en) * 1983-04-11 1985-05-28 Nissan Motor Company, Limited Accelerator pedal control system for automotive vehicle
US4552116A (en) * 1983-08-26 1985-11-12 Hitachi, Ltd. Engine control apparatus
US4597049A (en) * 1982-12-28 1986-06-24 Nissan Motor Company, Limited Accelerator control system for automotive vehicle
WO1997016637A2 (de) * 1995-10-30 1997-05-09 Siemens Aktiengesellschaft Verfahren zur lasteinstellung einer brennkraftmaschine, insbesondere für ein kraftfahrzeug
US6345216B1 (en) * 1999-10-26 2002-02-05 Suzuki Motor Corporation Motor control apparatus for vehicle
US6603214B1 (en) * 1999-08-05 2003-08-05 Hitachi, Ltd. Control equipment for a vehicle and control method thereof
US10626806B2 (en) 2014-03-21 2020-04-21 Perkins Engines Company Limited Process and system for controlling engine speed

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3114836A1 (de) * 1981-04-11 1982-11-04 Robert Bosch Gmbh, 7000 Stuttgart Steuersystem fuer eine brennkraftmaschine
DE3131553C2 (de) * 1981-08-08 1983-12-01 Audi Nsu Auto Union Ag, 7107 Neckarsulm Verbindungseinrichtung zwischen einem Leistungssteuerglied einer Brennkraftmaschine, insbesondere für Kraftfahrzeuge, und einem Betätigungsglied
DE3223555C2 (de) * 1982-06-24 1987-02-05 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Regelsystem für eine Kraftfahrzeug-Antriebseinheit
JPS5974341A (ja) * 1982-10-19 1984-04-26 Nissan Motor Co Ltd 車両用アクセル制御装置
ATE166033T1 (de) * 1993-07-05 1998-05-15 Auto Polly Gmbh Verfahren zur steuerung des antriebsstranges von kraftfahrzeugen
US8111036B2 (en) * 2006-03-27 2012-02-07 Stephen George Rosenstock System for electrically connecting and disconnecting a vehicle generator from a vehicle storage unit

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US3485316A (en) * 1966-11-29 1969-12-23 Bendix Corp Automobile speed control
US3643635A (en) * 1970-04-24 1972-02-22 William T Milam Electronic fuel injection system
US3835819A (en) * 1972-12-29 1974-09-17 Essex International Inc Digital engine control apparatus and method
US3906205A (en) * 1970-03-20 1975-09-16 Nippon Denso Co Electrical fuel control system for internal combustion engines
US3916854A (en) * 1972-06-26 1975-11-04 Barton R E Fuel-flow limiting apparatus
US4133406A (en) * 1975-10-09 1979-01-09 Vdo Adolf Schindling Ag Apparatus for controlling the traveling speed of a motor vehicle
US4168679A (en) * 1976-09-03 1979-09-25 Nissan Motor Company, Limited Electrically throttled fuel control system for internal combustion engines
US4200007A (en) * 1977-09-19 1980-04-29 Robert Bosch Gmbh Apparatus for synchronizing the driving and driven members during gear shift operations

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2385902A1 (fr) * 1977-03-31 1978-10-27 Renault Procede de regulation d'un groupe moto-propulseur et dispositif permettant sa mise en oeuvre
JPS584181B2 (ja) * 1977-12-28 1983-01-25 日産自動車株式会社 機関のアイドル回転制御装置
US4367709A (en) * 1978-11-17 1983-01-11 Codrington Ernest R Diesel engine speed governor
JPS597548Y2 (ja) * 1979-11-15 1984-03-08 日産自動車株式会社 内燃機関の燃料供給装置
US4398515A (en) * 1981-06-18 1983-08-16 Texaco Inc. Internal combustion engine fuel control system

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3485316A (en) * 1966-11-29 1969-12-23 Bendix Corp Automobile speed control
US3906205A (en) * 1970-03-20 1975-09-16 Nippon Denso Co Electrical fuel control system for internal combustion engines
US3643635A (en) * 1970-04-24 1972-02-22 William T Milam Electronic fuel injection system
US3916854A (en) * 1972-06-26 1975-11-04 Barton R E Fuel-flow limiting apparatus
US3835819A (en) * 1972-12-29 1974-09-17 Essex International Inc Digital engine control apparatus and method
US4133406A (en) * 1975-10-09 1979-01-09 Vdo Adolf Schindling Ag Apparatus for controlling the traveling speed of a motor vehicle
US4168679A (en) * 1976-09-03 1979-09-25 Nissan Motor Company, Limited Electrically throttled fuel control system for internal combustion engines
US4200007A (en) * 1977-09-19 1980-04-29 Robert Bosch Gmbh Apparatus for synchronizing the driving and driven members during gear shift operations

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4597049A (en) * 1982-12-28 1986-06-24 Nissan Motor Company, Limited Accelerator control system for automotive vehicle
US4519361A (en) * 1983-04-11 1985-05-28 Nissan Motor Company, Limited Throttle control system for automotive vehicle
US4519360A (en) * 1983-04-11 1985-05-28 Nissan Motor Company, Limited Accelerator pedal control system for automotive vehicle
US4552116A (en) * 1983-08-26 1985-11-12 Hitachi, Ltd. Engine control apparatus
WO1997016637A2 (de) * 1995-10-30 1997-05-09 Siemens Aktiengesellschaft Verfahren zur lasteinstellung einer brennkraftmaschine, insbesondere für ein kraftfahrzeug
WO1997016637A3 (de) * 1995-10-30 1997-07-10 Siemens Ag Verfahren zur lasteinstellung einer brennkraftmaschine, insbesondere für ein kraftfahrzeug
US5992384A (en) * 1995-10-30 1999-11-30 Siemens Aktiegesellschaft Method for adjusting the load of an internal combustion engine, in particular for a motor vehicle
US6603214B1 (en) * 1999-08-05 2003-08-05 Hitachi, Ltd. Control equipment for a vehicle and control method thereof
US6345216B1 (en) * 1999-10-26 2002-02-05 Suzuki Motor Corporation Motor control apparatus for vehicle
US10626806B2 (en) 2014-03-21 2020-04-21 Perkins Engines Company Limited Process and system for controlling engine speed

Also Published As

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DE2926106C2 (de) 1987-03-19
JPS566039A (en) 1981-01-22
US4455983A (en) 1984-06-26
DE2926106A1 (de) 1981-01-08

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